Brake Control System Having Independent Power Supply

ABSTRACT

A brake control system for a consist having multiple cars is disclosed. The brake control system may include a conduit configured to direct a compressed fluid to the multiple cars, and a plurality of brakes, including at least one brake located at each of the multiple cars. The brake control system may further include a plurality of valves, including at least one valve located at each of the multiple cars and fluidly connected between the conduit and the at least one brake, and a main controller. The main controller may be configured to transmit a signal indicative of desired braking to each of the plurality of valves, causing substantially simultaneous activation of the plurality of brakes.

TECHNICAL FIELD

The present disclosure relates generally to a brake control system and, more particularly, to a brake control system having an independent power supply.

BACKGROUND

A consist is a group of rail cars that make up a train, in most consists, the group of rail cars includes at least one locomotive (often more than one), one or more freight or passenger cars, and, in some applications, a caboose. The locomotive(s), although generally located at the leading end of the consist, can alternatively be located at any other position along its length. The locomotive(s) provides power and control the rest of the consist.

in traditional consist arrangements, braking is controlled by a pneumatic braking system. For example, U.S. Patent Application Publication No. 2010/0194186 to Smith et al. published on Aug. 5, 2010 (“the '186 application”) teaches a brake pipe that is filled with compressed air and in fluid communication with brake valves at each of the plurality of rail cars. When an operator initiates braking of the locomotive, the pressurized air within the brake pipe is vented. As pressure falls within the brake pipe, the brake valves release a spring-biased piston, thereby pushing brake shoes against corresponding Wheels.

Although the braking system of the '186 application may slow a consist under some circumstances, it may still be problematic. in particular, since the air from the brake pipe is vented at the locomotive, pressure drops within the brake pipe at a gradient. As such, while the brake valves at the locomotive may activate quickly, it may take several minutes for brake valves at the rear of the consist to apply their corresponding brake shoes. Accordingly, the system of the '186 application may provide inaccurate and inefficient braking control of the different cars. Additionally, the system may be insufficient to slow the consist when an operator needs to stop the consist quickly due to the amount of time it takes for cars at the rear of the consist to apply their brakes.

The brake control system of the present disclosure solves one or more of the problems set forth above and/or other problems in the art.

SUMMARY

In one aspect, the present disclosure may be related to a brake control system for a consist having multiple cars. The brake control system may include a conduit configured to direct a compressed fluid to the multiple cars, a plurality of brakes, a plurality of valves, and a main controller. At least one brake may be located at each of the multiple cars. At least one valve may be located at each of the multiple cars and fluidly connected between the conduit and the at least one brake. The main controller may be configured to transmit a signal indicative of desired braking to each of the plurality of valves, causing substantially simultaneous activation of the plurality of brakes.

In another aspect, the present disclosure may be related to a method of braking a consist. The method may include compressing a fluid at a first car of the consist, conducting the compressed fluid to a first brake at the first car and to a second brake at a second car of the consist, and wirelessly transmitting a signal indicative of desired braking to a first valve associated with the first brake and to a second valve associated with the second brake. The method may further include responsively using the compressed fluid to substantially simultaneously activate the first and second brakes.

In yet another aspect, the present disclosure may be related to a consist. The consist may include a locomotive, an operator interface located within the locomotive and configured to receive input indicative of desired braking of the consist, a source of pressurized air located at the locomotive, and a first plurality of brakes associated with wheels of the locomotive. The consist may further include at least one car towed by the locomotive, a second plurality of brakes associated with wheels of the at least one car, and a conduit fluidly communicating the source of pressurized air with the first and second pluralities of brakes. At least a first electrically actuated valve may be moveable to regulate air pressure at the first plurality of brakes, and at least a second electrically actuated valve may be movable to regulate air pressure at the second plurality of brakes. A car controller may be in communication with the at least a second electrically actuated valve and configured to cause movement of the at least a second electrically actuated valve. A main controller may be in communication with the operator interface, the at least a first electrically actuated valve, and the car controller. Further, the main controller being configured to generate a signal based on the input indicative of desired braking, and transmit the signal to the at least a first electrically actuated valve and to the car controller, causing substantially simultaneous activation of the first and second pluralities of brakes.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagrammatic illustration of an exemplary disclosed consist; and

FIG. 2 is a diagrammatic illustration of an exemplary disclosed braking system that may be used with the consist of FIG. 1.

DETAILED DESCRIPTION

FIG. 1 illustrates an exemplary embodiment of a consist 10 having a brake control system 14. Consist 10 is depicted and described as being associated with railway transportation and includes a plurality of cars, including a locomotive 16 and one or more trailing cars 18. Although only one locomotive 16 is shown in FIG. 1, it is to be understood that consist 10 may have a plurality of locomotives 16 placed at various locations along consist 10. In some embodiments, additional cars 18 may be towed by locomotive 10, for example, a passenger car (not shown), a cargo container car (not shown), a caboose (not shown), or another type of car. Locomotive 16 and cars 18 may be connected along consist 10 at inter-vehicle connections 20. Brake control system 14 may be configured to brake consist 10 in response to operator input and/or autonomously.

Brake control system 14 may include may include an operator interface 24 located within an operator station 22 of locomotive 16. The operator interface 24 may embody one or more controllable devices that are electronically linked to a main control module (controller) 26. Main controller 26 may be configured to control components of consist 10 based on commands from an operator. Alternatively or additionally, main controller 26 may be configured to control components of consist 10 autonomously or semi-autonomously. Each of cars 18 may include a car controller 28. Main controller 26 may be configured to generate signals directed to each car controller 28, and each car controller 28 may be configured to generate signals directed to main controller 26 and/or to any other car controller 28. Each car controller 28 may be further configured to control any number of operations of their respective car 18.

Main controller 26 and each car controller 28 may embody a single microprocessor or multiple microprocessors that include a means for monitoring and controlling operations of consist 10. Numerous commercially available microprocessors can be configured to perform these functions. Further, main controller 26 and each car controller 28 may include all the components required to run an application such as, for example, a memory, a secondary storage device, and a processor.

Brake control system 14 may provide communication between locomotive 16 and cars 18 to monitor and control operations of consist 10. Brake control system 14 may also provide communication between consist 10 and an operator (being located in operator station 22 or at a remote location). For example, brake control system 14 may include a locomotive transceiver 30 and a plurality of car transceivers 32. It is contemplated that each car 18 may have a car transceiver 32, although fewer may be utilized.

Locomotive transceiver 30 and car transceivers 32 may be configured to communicate wirelessly with each other. Alternatively or additionally, locomotive transceiver 30 and car transceivers 32 may communicate with each other via wired connections, for example, via fiber optic and/or electro-magnetic cables (not shown). Locomotive transceiver 30 and car transceivers 32 may also be configured to communicate with various offsite systems. Various offsite systems may include, for example, truck performance systems, hot box detector systems, shipping systems, or inventory systems.

Brake control system 14 may also include braking hardware controlled by main controller 26 via car controllers 28, locomotive transceiver 30 and car transceivers 32. This hardware includes a plurality of brake valves, such as a locomotive brake valve 36 and a plurality of car brake valves 38. It is contemplated that each car 18 may have at least one corresponding car brake valve 38, although more car brake valves 38 may be used. Locomotive brake valve 36 may be connected to and control operation of one of more brake arrangements 40. Similarly, and as shown in FIG. 2, each car brake valve 38 may be connected to and control operation of one or more brake arrangements 40. Locomotive brake valve 36 and each car brake valve 38 may be electronically actuated, as will be discussed below.

In one embodiment, each brake arrangement 40 may include a spring 42, a piston 44, and a brake shoe 46. A spring force from spring 42 may function to cause brake shoe 46 to engage a wheel 48. In some embodiments, some or all of brake shoes 46 may be coated with a friction material (not shown) and/or include pads (not shown). It is contemplated that other brake arrangements 40 may be possible.

Brake control system 14 may further include a fluid conduit 50, which may contain compressed air. Alternatively, it is contemplated that fluid conduit 50 may contain another compressed inert gas or liquid. The air or other fluid may be compressed by a pressure source (not shown) located at, for example, locomotive 16 or another location along consist 10. Once compressed, the air or other fluid may be fed directly into fluid conduit 50 and/or stored in a reservoir (not shown) before being supplied to fluid conduit 50. Fluid conduit 50 may be in fluid communication with locomotive brake valve 36 and each car brake valve 38. Further, locomotive brake valve 36 and each car brake valve 38 may have a valve reservoir 52 and valve conduit 54.

A piston force of piston 44 may act to hold brake shoe 46 away from wheel 48. During normal (i.e., non-braking) operation of consist 10, valve reservoir 52 and valve conduit 54 may contain a portion of the compressed air or other fluid. When compressed air or other fluid is in valve conduit 54, the air or other compressed fluid acts on piston 44 and the piston force overcomes the spring force, thereby holding brake shoe 46 away from wheel 48.

When braking of consist 10 is desired, an operator may initiate braking of consist 10 via the operator interface 24. Alternatively or additionally, main controller 26 may initiate braking independent of an operator. Main controller 26 may receive and/or generate a signal indicative of desired braking, and send the signal to locomotive brake valve 36 and each car brake valve 38 via locomotive transceiver 30 and each car transceiver 32. Each car controller 28 may then cause the corresponding car brake valve 38 to vent compressed air or other fluid from valve reservoir 52 via a vent (not shown), thereby causing spring 42 to push brake shoe 46 against a corresponding wheel 48 and brake car 18. Locomotive brake valve 36 may control operation of one or more brake arrangements 40 at locomotive 16 in a similar manner (i.e., by venting compressed air from valve reservoir 52, thereby pushing brake shoe 46 against respective wheel 48 via spring 42 for each brake arrangement 40). In this manner, braking at each car (locomotive 16 and cars 18) may occur at about the same time (e.g., within a few seconds).

When braking of consist 10 is no longer desired, an operator may indicate this desire via the operator interface 24. Alternatively or additionally, main controller 26 may indicate the desire independent of the operator. Main controller 26 may simultaneously send a signal to locomotive brake valve 36 and each car controller 28 via locomotive transceiver 30 and each car transceivers 32 indicating that braking is no longer desired. Each car controller 28 may then send a corresponding signal to their one or more car brake valves 38. Upon receiving the signal indicating braking is no longer desired, each car brake valve 38 may close vent (not shown) of valve reservoir 52, thereby causing each valve reservoir 52 to be filled with the compressed air or other fluid from fluid conduit 50. As valve reservoir 52 fills up, piston 44 pushes brake shoe 46 away from the corresponding wheel 48. In this manner, braking may be discontinued at all cars of consist 10 at about the same time.

In some embodiments, each of cars 18 (e.g., brake control components within each car 18) may be self powered. Specifically, each car (including locomotive 16 and each car 18) may have a power generating device 56. Electrical components of each car 18 may be electrically connected to power generating device 56 via any electrical connection known in the art.

In one exemplary embodiment, power generating device 56 may be pneumatically driven. In particular, power generating device 56 may have a turbine 58 that is configured to rotate a shaft 60. Shaft 60 may be connected to a generator 62 for generating electric power. As shown in FIG. 2, turbine 58 may be fluidly connected to fluid conduit 50 such that the compressed air or other fluid within fluid conduit 50 pushes against fins or blades (not shown) of turbine 58, thereby driving turbine 58 to rotate shaft 60 and generate electrical power within generator 62. Power generating device 56 may also include a storage device 64, such as a battery, to store power generated by power generating device 56. Storage device 64 may be configured to provide power to car controller 28 and car valve 38. A safety system (not shown) at main controller 26 may periodically check a value of the storage device (for example, a charge) and may also check the value of the storage device upon actuation of brake arrangements 40. The safety system (not shown) may communicate the occurrence of actuation of brake arrangements 40 to main controller 26.

In another embodiment, power generating device 56 may include one or more solar panels 66 or an axle powered electric generator (not shown). As shown in FIG. 2, solar panels 66 may be located on a roof of car 18. Alternatively or additionally, solar panels 66 may be located on a side of car 18 (not shown). In this manner, the axle powered electric generator (not shown) and solar panels 66 may provide power to actuate brake arrangements 40 should the pneumatically driven device fail. Axle powered electric generator (not shown) and solar panels 66 may also be used to charge storage device 64.

Components of brake control system 14 may be used for additional purposes. For example, main controller 26, each car controller 28, locomotive transceiver 30, and each car transceiver 32 may be used to communicate data between cars 18 and locomotive 16. This data may include sensory information collected at different locations along consist 10. Specifically, one or more sensors 68 including bearing sensors, heat sensors, speed sensors, position or location sensors, bar code scanners, etc. may be associated with each car 18 and configured to generate signals to be collected by car controller 28. Car controller 28 may then transmit the sensory information to main controller 26 or an offsite place via locomotive transceiver 30 and each car transceiver 32.

Data from main controller 26, each car controller 28, and sensors 68 may be transmitted to an offsite location for use with, for example, the various offsite systems via locomotive transceiver 30 and/or car transceivers 32. Data may also be stored in a storage module (not shown) of car controller 28 and/or main controller 26. Further, main controller 26 or car controller 28 may use stored algorithms, equations, subroutines, look up-maps, and/or tables to analyze data from sensors 68. In one embodiment, car controller 28 may initiate an alarm (not shown) within the associated car 18 and/or within operator station 22 in response to sensors 68 indicating that a predetermined operating parameter has been exceeded. Each of sensors 68 may also be powered by power generating device 56, if desired.

INDUSTRIAL APPLICABILITY

The disclosed brake control system may be applicable to any rail or non-rail consist where a reliable and accurate means of braking is desired. It is contemplated that the disclosed brake control system may be utilized with any number of vehicles and/or types of vehicles in various arrangements. For example, the disclosed brake control system could be used with any number of locomotives, freight cars, passenger cars, tanker cars, barges, haul trucks, etc.

Given that braking may occur at all cars of consist 10 at the same or substantially the same time, all cars may work together to slow consist 10 quickly. Because all the cars work together to slow consist 10 quickly, the brake control system 14 provides accurate braking of consist 10 as braking may start and stop at an operator's request without significant lag time. Further, there should be equal wear on all brakes due to all cars braking at substantially the same time, and therefore, there may be less service required than traditional arrangements where one car may be required to brake more than another car.

It will be apparent to those skilled in the art that various modifications and variations can be made to the brake control system of the present disclosure. Other embodiments of the position control system will be apparent to those skilled in the art from consideration of the specification and practice of the system disclosed herein. It is intended that the specification and examples be considered as exemplary only, with a true scope of the disclosure being indicated by the following claims and their equivalents. 

What is claimed is:
 1. A brake control system for a consist having multiple cars, the brake control system comprising: a conduit configured to direct a compressed fluid to the multiple cars; a plurality of brakes, including at least one brake located at each of the multiple cars; a plurality of valves, including at least one valve located at each of the multiple cars and fluidly connected between the conduit and the at least one brake; and a main controller configured to transmit a signal indicative of desired braking to each of the plurality of valves, causing substantially simultaneous activation of the plurality of brakes.
 2. The brake control system of claim 1, wherein: the main controller is located at a locomotive of the consist; the brake control system further includes a plurality of car controllers, including one controller located at each of the multiple cars; and the main controller is in communication with the plurality of valves via the plurality of car controllers.
 3. The brake control system of claim 2, wherein: the at least one brake includes one brake associated with each wheel of a corresponding car of the multiple cars; and the at least one valve includes a single valve associated with all brakes of the corresponding car.
 4. The brake control system of claim 3, further including a plurality of fluid reservoirs in fluid communication with the conduit, including at least one fluid reservoir located at each of the multiple cars, wherein: each of the plurality of brakes includes a piston driven by compressed fluid in a corresponding reservoir of the plurality of fluid reservoirs; and the at least one valve is configured to selectively vent the fluid from the corresponding reservoir in response to the signal.
 5. The brake control system of claim 4, wherein the plurality of valves are electrically actuated.
 6. The brake control system of claim 4, wherein each of the plurality of brakes further includes a spring configured to bias a wheel brake against a corresponding wheel when the corresponding reservoir is vented.
 7. The brake control system of claim 2, wherein the main controller is in communication with the plurality of car controllers wirelessly.
 8. The brake control system of claim 1, wherein the compressed fluid is air pressurized at a locomotive of the consist.
 9. The brake control system of claim 1, wherein: the consist includes a locomotive and a plurality of cars towed by the locomotive; and at least one of the plurality of cars is self-powered.
 10. The brake control system of claim 9, further including a power generator located at the at least one of the plurality of cars, the power generator configured to generate power directed to the at least one valve associated with the at least one of the plurality of cars.
 11. The brake control system of claim 10, wherein the power generator is driven by compressed fluid from the conduit.
 12. The brake control system of claim 10, wherein the power generator includes a solar panel mounted to an exterior of the at least one of the plurality of cars.
 13. The brake control system of claim 10, wherein the power generator is further configured to power at least one sensor associated with the at least one of the plurality of cars, the at least one sensor being in communication with the main controller.
 14. The brake control system of claim 1, further including an operator interface located within an operator station of a locomotive of the consist, the operator interface configured to generate the signal indicative of desired braking.
 15. A method of braking a consist, comprising: compressing a fluid at a first car of the consist; conducting the compressed fluid to a first brake at the first car and to a second brake at a second car of the consist; wirelessly transmitting a signal indicative of desired braking to a first valve associated with the first brake and to a second valve associated with the second brake; and responsively using the compressed fluid to substantially simultaneously activate the first and second brakes.
 16. The method of claim 15, wherein: the first valve is associated with multiple brakes at the first car; the second valve is associated with multiple brakes at the second car; and responsively using the compressed fluid includes moving the first and second valves in response to the signal to substantially simultaneously activate all of the brakes at the first car and all of the brakes at the second car.
 17. The method of claim 16, wherein moving the first and second valves relieves a pressure of the compressed fluid at all of the brakes of the first and second cars.
 18. The method of claim 16, wherein the first and second valves are electrically actuated.
 19. The method of claim 18, further including using the compressed fluid to generate electricity at each of the first and second cars to self-power each of the first and second valves.
 20. A consist, comprising: a locomotive; an operator interface located within the locomotive and configured to receive input indicative of desired braking of the consist; a source of pressurized air located at the locomotive; a first plurality of brakes associated with wheels of the locomotive; at least one car towed by the locomotive; a second plurality of brakes associated with wheels of the at least one car; a conduit fluidly communicating the source of pressurized air with the first and second pluralities of brakes; at least a first electrically actuated valve moveable to regulate air pressure at the first plurality of brakes; at least a second electrically actuated valve movable to regulate air pressure at the second plurality of brakes; a car controller in communication with the at least a second electrically actuated valve and configured to cause movement of the at least a second electrically actuated valve; and a main controller in communication with the operator interface, the at least a first electrically actuated valve, and the car controller, the main controller being configured to: generate a signal based on the input indicative of desired braking; and transmit the signal to the at least the first electrically actuated valve and to the car controller, causing substantially simultaneous activation of the first and second pluralities of brakes. 